Driver authentication system and method for monitoring and controlling vehicle usage

ABSTRACT

A driver authentication and safety system and method for monitoring and controlling vehicle usage by high-risk drivers. A centralized database comprising a software application can be accessed by an authorized user via a data communications network utilizing a remote computer in order to configure a desired operating profile that matches requirements of the high-risk driver. The operating profile can be loaded to a driver identification and data logging module in conjunction with the remote computer. A master control unit receives a unique identification code from the data logging device to authenticate the high-risk driver and to operate the vehicle within the desired operating profile. A slave control unit receives commands from the master control unit and generates a real time alarm signal if the driver violates the preprogrammed operating profile unique to the driver.

This patent application is a continuation of U.S. patent applicationSer. No. 15/336,110, which was filed on Oct. 27, 2016, and which is acontinuation of U.S. patent application Ser. No. 14/464,188, entitled“Driver Authentication System and Method for Monitoring and ControllingVehicle Usage,” filed Aug. 20, 2014, which in turn is acontinuation-in-part of U.S. patent application Ser. No. 13/858,930,entitled “Driver Authentication System and Method For Monitoring andControlling Vehicle Usage,” filed Apr. 8, 2013, which in turn is acontinuation of U.S. patent application Ser. No. 12/496,509, entitled“Driver Authentication System and Method For Monitoring and ControllingVehicle Usage,” filed Jul. 1, 2009. U.S. patent application Ser. Nos.14/464,188, 13/858,930, and 12/496,509 are each herein incorporated byrefer in their entirety.

U.S. patent application Ser. No. 12/496,509 claims the priority andbenefit under 35 U.S.C. § 119(e) of U.S. Provisional Patent ApplicationSer. No. 61/077,568, entitled “Systems and Methods for Monitoring andControlling Vehicle Usage by Young Drivers”, which was on filed Jul. 2,2008. U.S. Provisional Patent Application Ser. No. 61/077,568 isincorporated herein by reference in its entirety.

TECHNICAL FIELD

Embodiments are generally related to techniques for use in ensuringmotor vehicle operation safety. Embodiments are also related to systemsand methods for monitoring and controlling vehicle usage by high-riskdrivers.

BACKGROUND

The widespread usage of motor vehicles for both personal and workrelated activities places millions of vehicles on roads each day withtheir operation being largely unmonitored. Unmonitored vehicle operationcan lead to issues including, for example, abusive use of the vehicleand lack of experience. With more young drivers getting licenses eachyear, there has been an unfortunate increase in accidents along with theensuing damage, debilitating injuries and sometimes death. Most of theseaccidents are attributable to speeding and generally poor drivinghabits.

FIG. 1 illustrates a graphical representation 100 that depicts theactual deaths in passenger vehicles by age provided by National HighwayTransportation Safety Administration (NHTSA). The curve 110 representsthe death rate associated with male drivers and the curve 120 representsthe death rate of female drivers. From the graph 100, it is clear thatthe distribution of age related deaths is bi-modal, and clearly depictsthe relationship between youth and auto fatality. Current data indicatesthat the offering of a driver education course results in a greatincrease in the number of licensed drivers without any decrease in therate of fatal and serious crash involvement. Although such driver'seducation programs do teach safety skills, students are not motivated toutilize them and they actually foster overconfidence and do not fullyaddress safety issues.

The factors that have been researched and proven as the leadingcontributors to accidents, injuries and fatalities among at risk driversinclude lack of driving experience, inadequate driving skills,risk-taking behavior, poor judgment and decision making, distraction,lack of focus, fatigue, and impairment. As a result of these factors.

Based on the foregoing it is believed that a need exists for an improveddriver authentication system and method for monitoring and controllingvehicle usage by a high-risk driver. A need also exists for an improvedmethod for identifying and authenticating the driver and programming thevehicle operating parameters that trigger control and driver feedbackintervention, as described in greater detail herein.

BRIEF SUMMARY

The following summary is provided to facilitate an understanding of someof the innovative features unique to the present invention and is notintended to be a full description. A full appreciation of the variousaspects of the embodiments disclosed herein can be gained by taking theentire specification, claims, drawings, and abstract as a whole.

It is, therefore, one aspect of the present invention to provide for animproved driver authentication system and method.

It is another aspect of the present invention to provide for an improvedsystem and method for monitoring and controlling vehicle usage byhigh-risk drivers.

It is further aspect of the present invention to provide for an improvedmethod for remotely and/or wirelessly identifying and authenticating thedriver and remotely and/or wirelessly programming the vehicle operatingparameters that trigger vehicle control and driver feedbackintervention.

The aforementioned aspects and other objectives and advantages can nowbe achieved as described herein. A driver authentication system andmethod for monitoring and controlling vehicle usage by a high-riskdriver (e.g., teen driver, fleet or rental drivers, habitual recklessdrivers, aged drivers, drunk drivers, drowsily drivers, distracteddrivers etc) is disclosed. A proprietary and centralized databasecomprising a software application can be accessed by an authorized uservia a network utilizing a remote computer in order to configure adesired operating profile that matches requirements of the high-riskdriver. The operating profile can be loaded to a driver identificationand data logging module in conjunction with the remote computer. Amaster control unit can receive a unique identification code from thedata logging device to authenticate the high-risk driver and to operatethe vehicle within the desired operating profile. A slave control unitreceives commands from the master control unit and generates a real timealarm signal if the driver violates the preprogrammed operating profileunique to the driver.

The alarm signal generated by the slave control unit can remain untilthe driver corrects the operating condition and brings the vehiclewithin the desired operating profile. Also, the system can provide analarm signal to the authorized user (e.g., parent) utilizing an autodial feature that communicates the authorized user via a telephone orinternet when the driver violates preprogrammed operating profile. Theoperating parameters can be for example, but not limited to, dataconcerning maximum allowable vehicle speed, vehicle location, vehiclehours of operating and seat belt usage. The slave control unit cangenerate the alarm signal via a voice synthesized means, sounding acabin buzzer, toggling the dome light and/or powering the radio off,etc. The driver identification and data logging module can allowidentification of various drivers associated with the vehicle, therebyallowing the vehicle to perform in one way for the intended high-riskdrivers, yet another way for the authorized user. The system can includea GPS (Global Positioning System) module to determine and measureparameters such as, time of day, speed and location data associated withthe vehicle.

The driver authentication system can include additional features such asdata logging, alarming, operation governance, ease of programmabilityand can utilize GPS technology to provide high-risk driver safety. Thesystem also provides user awareness that reduce the likelihood of ahigh-risk driver injury or fatality by helping the high-risk driverswith safe driving habits through immediate and real time feedback andgoverning. The programmable operating parameters associated with thereal time driver feedback can categorize the system as a unique driversafety device. Additionally, the system and method described herein canprovide multiple operating profiles for a single vehicle that allows theowners to operate the vehicle without any restrictions yet haverestrictions in affect when the vehicle is operated by the high riskdriver.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying figures, in which like reference numerals refer toidentical or functionally-similar elements throughout the separate viewsand which are incorporated in and form a part of the specification,further illustrate the present invention and, together with the detaileddescription of the invention, serve to explain the principles of thepresent invention.

FIG. 1 illustrates a graphical representation depicting actual deaths inpassenger vehicles by age;

FIG. 2 illustrates a schematic view of a computer system in which thepresent invention can be embodied;

FIG. 3 illustrates a schematic view of a software system including anoperating system, application software, and a user interface that can beused for carrying out the present invention;

FIG. 4 depicts a graphical representation of a network of dataprocessing systems in which aspects of the present invention can beimplemented;

FIG. 5 illustrates a block diagram of a driver authentication system, inaccordance with an embodiment;

FIG. 6 illustrates a schematic block diagram of the driverauthentication system for monitoring and controlling vehicle usage, inaccordance with an embodiment;

FIG. 7 illustrates a flow chart of operation illustrating logicaloperation steps of a method for monitoring and controlling vehicleusage, in accordance with embodiments; and

FIG. 8 illustrates a high level flow chart of operation illustratinglogical operation steps of a method for monitoring and controllingvehicle usage by a high-risk driver, in accordance with embodiments.

DETAILED DESCRIPTION

The particular values and configurations discussed in these non-limitingexamples can be varied and are cited merely to illustrate at least oneembodiment and are not intended to limit the scope thereof.

FIGS. 2-4 are provided as exemplary diagrams of data processingenvironments in which embodiments of the present invention may beimplemented. It should be appreciated that FIGS. 2-4 are only exemplaryand are not intended to assert or imply any limitation with regard tothe environments in which aspects or embodiments of the presentinvention may be implemented. Many modifications to the depictedenvironments may be made without departing from the spirit and scope ofthe present invention.

As depicted in FIG. 2, the present invention may be embodied in thecontext of a data-processing apparatus 200 comprising a centralprocessor 201, a non-transitory main memory 202, an input/outputcontroller 203, a keyboard 204, a pointing device 205 (e.g., mouse,track ball, pen device, touch sensitive display, or the like), a displaydevice 206, and a mass storage 207 (e.g., hard disk). Additionalinput/output devices, such as wireless communications 208, may beincluded in the data-processing apparatus 200 as desired. The wirelesscommunications 208 can include cellular, GPS, satellite, etc. Asillustrated, the various components of the data-processing apparatus 200communicate through a system bus 210 or similar architecture. It shouldbe appreciated that data-processing apparatus 200 can comprise a WIFIenabled device, an RFID enabled device, a Bluetooth enabled device, acellular telephone, a Smartphone, a tablet computer, a portablecomputer, or the like.

FIG. 3 illustrates a computer software system 250 for directing theoperation of the data-processing apparatus 200 depicted in FIG. 1.Software system 250, which is stored in main system memory 202 and ondisk memory 207, can include a kernel or operating system 280 and ashell or interface 270. One or more application programs, such assoftware application 260, may be “loaded” (i.e., transferred from massstorage 207 into the main memory 202) for execution by thedata-processing apparatus 200. The data-processing apparatus 200receives user commands and data through user interface 270; these inputsmay then be acted upon by the data-processing apparatus 200 inaccordance with instructions from operating module 280 and/orapplication module 260.

The interface 270, which is preferably a graphical user interface (GUI),also serves to display results, whereupon the user may supply additionalinputs or terminate the session. In one possible embodiment, operatingsystem 280 and interface 270 can be implemented in the context ofmenu-driven systems. It can be appreciated, of course, that other typesof systems are possible. For example, rather than a traditionalmenu-driven system, other operation systems can also be employed withrespect to operating system 280 and interface 270. Software ApplicationModule 260 can be adapted for monitoring and controlling vehicle usageby high-risk drivers utilizing an operating profile. Softwareapplication module 260 can be adapted for providing a real time, remoteand/or wireless alarm signal if the driver violates the operatingprofile. Software application module 260, on the other hand, can includeinstructions, such as the various operations described herein withrespect to the various components and modules described herein.

The following discussion is intended to provide a brief, generaldescription of suitable computing environments in which the method andsystem may be implemented. Although not required, the method and systemwill be described in the general context of computer-executableinstructions, such as program modules, being executed by a singlecomputer, Smartphone, tablet computer, or other similar device.Generally, program modules include routines, programs, objects,components, data structures, etc., that perform particular tasks orimplement particular abstract data types. Moreover, those skilled in theart will appreciate that the method and system may be practiced withother computer system configurations, including hand-held devices,multi-processor systems, microprocessor-based or programmable consumerelectronics, networked PCs, minicomputers, mainframe computers, and thelike.

FIG. 4 depicts a graphical representation of a network of dataprocessing systems 300 in which aspects of the present invention may beimplemented. Network data processing system 300 is a network ofcomputers in which embodiments of the present invention may beimplemented. Network data processing system 300 contains network 360,which is the medium used to provide communications links between variousdevices and computers connected together within network data processingapparatus 200. Network 360 may include connections, such as wire,wireless communication links, Bluetooth, or fiber optic cables.

In the depicted example, server 310 and server 320 connect to network360 along with storage unit 370. In addition, remote clients 330, 340,and 350 connect to network 360. These remote clients 330, 340, and 350may be, for example, vehicle-based or portable computers, transducers,sensors, GPS devices, etc. Data-processing apparatus 200 depicted inFIG. 2 can be, for example, a client such as client 330, 340, and/or350. Alternatively, data-processing apparatus 200 can be implemented asa server, such as servers 320 and/or 310, depending upon designconsiderations.

In the depicted example, server 320 provides data, such as operatingcommands, operating system images, and applications to clients 330, 340,and 350. Remote clients 330, 340, and 350 are clients to server 320 inthis example. Network data processing system 300 may include additionalservers, clients, and other devices not shown. Specifically, clients mayconnect to any member of a network of servers which provide equivalentcontent.

In the depicted example, network data processing system 300 is theInternet with network 360 representing a worldwide collection ofnetworks and gateways that use the Transmission ControlProtocol/Internet Protocol (TCP/IP) suite of protocols to communicatewith one another. At the heart of the Internet is a backbone ofhigh-speed data communication lines between major nodes or hostcomputers, consisting of thousands of commercial, government,educational and other computer systems that route data and messages. Ofcourse, network data processing system 300 also may be implemented as anumber of different types of networks, such as for example, cellular,satellite, or other wireless communications means such as Bluetooth, orusing RFID technology.

The following description is presented with respect to embodiments ofthe present invention, which can be embodied in the context of adata-processing system such as data-processing apparatus 200, computersoftware system 250 and network 360 depicted respectively in FIGS. 2-4.The present invention, however, is not limited to any particularapplication or any particular environment. Instead, those skilled in theart will find that the system and methods of the present invention maybe advantageously applied to a variety of system and applicationsoftware, including database management systems, word processors, andthe like. Moreover, the present invention may be embodied on a varietyof different platforms, including Macintosh, UNIX, LINUX, and the like.Therefore, the description of the exemplary embodiments, which follows,is for purposes of illustration and not considered a limitation.

FIG. 5 illustrates a block diagram of a driver authentication system450, in accordance with an embodiment. Note that in FIGS. 1-8, identicalor similar blocks are generally indicated by identical referencenumerals. The driver authentication system 450 can be utilized formonitoring and controlling vehicle usage by high-risk drivers such asdriver 410. The high-risk drivers can be, for example, teen drivers,fleet and rental drivers, and habitually reckless drivers, sleepydrivers, impaired drivers etc. The authentication system 450 can provideeffective training and safety means for the high-risk driver 410 bysetting safe operating parameters. The system 450 monitors a vehicle 420and provides real time driver corrective feedback to an authorizedvehicle owner 470 of the vehicle 420.

The system 450 generally includes a master control unit 430 and a slavecontrol unit 440 that can be accessed and programmed via the softwareapplication module 260 stored in the proprietary and centralizeddatabase 370. Note that as utilized herein, the term “module” may referto a physical hardware component and/or to a software module. In thecomputer programming arts, such a software “module” may be implementedas a collection of routines and data structures that performs particulartasks or implements a particular abstract data type. Modules of thistype are generally composed of two parts. First, a software module maylist the constants, data types, variable, routines, and so forth thatcan be accessed by other modules or routines. Second, a software modulemay be configured as an implementation, which can be private (i.e.,accessible only to the module), and which contains the source code thatactually implements the routines or subroutines upon which the module isbased.

Therefore, when referring to a “module” herein, the inventors aregenerally referring to such software modules or implementations thereof.The methodology described herein can be implemented as a series of suchmodules or as a single software module. Such modules can be utilizedseparately or together to form a program product that can be implementedthrough signal-bearing media, including transmission media andrecordable media. The present invention is capable of being distributedas a program product in a variety of forms, which apply equallyregardless of the particular type of signal-bearing media utilized tocarry out the distribution.

Examples of signal-bearing media can include, for example,recordable-type media, such as floppy disks, hard disk drives, CD ROMs,CD-Rs, etc., and transmission media, such as signals transmitted overdigital and/or analog communication links. Examples of transmissionmedia can also include devices such as modems, which permit informationto be transmitted over standard cellular communications and/or the moreadvanced wireless data communications.

The proprietary and centralized database 370 including the softwareapplication 260 can be accessed via a remote computer 465 and thenetwork 360. Note that the remote computer 465 can be a data processingapparatus 200 depicted in FIG. 2 and may alternatively be embodied as asmart phone, tablet computer, or other mobile computing device. Theauthorized vehicle owner 470 can access the software application 260over a data network 360, via the remote computer 465 (remote computer465 may be embodied as a smart phone, tablet computer, laptop computer,or other mobile computing device), in order to program a desiredoperating profile 435 representing various operating parametersassociated with the vehicle 420. Note that the operating parameters canbe for example, but are not limited to, data concerning maximumallowable vehicle speed, user infraction limits, mobile device operatingparameters, impaired driver parameters, vehicle locations, vehicle hoursof operation and seat belt usage associated with the vehicle 420. Thesystem 450 can also track various other features such as for example,data concerning hard braking and fast cornering, etc. Note that thesefeatures may or may not be viewed as key risk factors and therefore canbe offered as additional features to the basic operating parameters ofthe driver authentication system 450.

The authorized vehicle owner 470 can be for example, but is not limitedto a parent of a teen, a fleet manager or operator, and a judicialauthority, etc. The operating profile 435 programmed by the owner 470can include a set of driving rules and conditions that best fit therequirements of the intended high-risk driver 410 within the vehicle420.

Further, the operating profile 435 can be loaded to a driveridentification and data logging module 425. The driver identificationand data logging module 425 can be a mobile telephone, a Smartphone, aWIFI enabled device, an RFID enabled device, a Bluetooth enabled device,a tablet computer a USB compatible device such as for example, iButton,radio frequency identification device (RFID), software, etc that can beutilized in conjunction with the remote computer 465 in order towirelessly load the operating profile 235 into the master control unit430. This requires master control unit 430 to be capable of acceptingdata via WIFI, RFID, Bluetooth, USB, via cellular data signals, etc. Thedriver identification and data logging module 225 can allowidentification of various drivers 410 associated with the vehicle 420,thereby allowing the vehicle 420 to perform one way for the intendedhigh-risk driver 410, yet another way for the authorized vehicle owner470.

The driver authentication and data logging module or device 425 can beconnected to the remote computer 465 wirelessly or otherwise, and theoperating profile 435 can be stored. The master control unit 430 canauthenticate the driver 410 utilizing a unique identification code 415provided by the driver identification and data logging module 425.

In one embodiment, the driver authentication and data logging module ordevice 425 can be a smart phone with one or more of WIFI, RFID,Bluetooth, and GPS capabilities. The device 425 or phone is transportedwith the potential driver. When the driver enters the vehicle, thedevice 425 can automatically, or at the user's request, connects to themaster control unit 465. The device 425 can wirelessly provide theunique identification code 415 (which may be stored on the devicesmemory, or may be entered by the driver via the device 425) toauthenticate the driver. The device may further store the driveroperating profile 435 for the driver and provide that profile to themaster control unit 430.

A data logging device 452 can be used to record vehicle operation dataassociated with the operation of the vehicle. Included may be a GPSmodule 451 which can be used to monitor the vehicles speed, location,and acceleration/deceleration data. The data collected by the datalogging device 452 can be provided to the master control unit 430. Inanother embodiment, the data logging device 452 and GPS module 451 maybe provided as functionalities associated with the driver identificationand data logging module when that module is embodied as a mobile deviceequipped with at least GPS capabilities (i.e. a Smartphone with GPScapability).

The master control unit 430 can enable vehicle operation within theprogrammed operating profile 435. If the driver 410 violates thepreprogrammed operating profile 435 the master control unit 430 cancommunicate with the slave control unit 440 and generate a real timedriver alarm signal 445. The alarm signal 445 can result in an actualaudible alarm, or it can be used to control/govern operational aspectsof the vehicle. For example, the real time driver alarm signal 445 canbe used to communicate conditions to the driver, limit/disable radiofunctionality, limit/disable mobile cellular devices in the vehicle,limit/disable internet applications provided in the vehicle,limit/disable GPS related applications provided by the vehicle,limit/disable the driver's cellular telephone or other such devices inthe vehicle, govern mechanical operations (e.g., lower/limit speed),remotely contact vehicle owners/fleet managers, and other electrical ormechanical functions, while maintaining driver and occupant safety.

The driver alarm signal 445 generated by the slave control unit 440 canremain until the driver 410 corrects the operating conditions and bringsthe vehicle 420 within the programmed operating profile 435. The slavecontrol unit 440 can generate the driver alarm signal 445 via a voicesynthesized means, sounding a cabin buzzer, sounding toggling the domelight and/or cutting the radio off, etc. The slave control unit can inaddition, or alternatively, provide the alarm signal 445 to the driveridentification and data logging module 425, and cause that device tosound an alarm etc. Also, the system 450 can provide an owner alarmsignal 460 that remotely alerts the authorized vehicle owner 470regarding violation of the programmed operating profile 435. The owneralarm signal 460 can be an auto dial feature that communicates theauthorized owner 470 via a cellular or data network.

Alternatively, or additionally, the wireless identification and datalogging module 425 can be configured to wirelessly receive vehiclespecific performance and infraction data from the master control unit.This data may also be formatted to provide feedback to the driver via adisplay associated with the wireless identification and data loggingmodule 425 to help the driver correct their potentially unsafe drivinghabits.

A plurality of transducers 461 may further be provided throughout thevehicle 420. These transducers 461 can be configured as sensors designedto measure various data related to the vehicle and vehicle driver. Forexample, the sensors 461-464 may provide information regarding thelocation, speed, acceleration, proximity to other vehicles, proximity toroad obstructions, proximity to street lines, driver head movement,driver eye movement, ambient vehicle noise, driver Blood Alcohol Level,etc.

Information from these sensors can be provided to the slave control unit440. The slave control unit 440 can process the data collected from thesensors and determine if the data indicates a condition that requires awarning. For example, the sensors may indicate that the vehicle isspeeding, veering off the road, approaching an obstruction in the road,too close to another vehicle, that the vehicle driver is distracted,sleepy, or not paying attention, that the vehicle driver is impairedetc. If one of these conditions is identified, the slave control unit440 signals the master control unit 430 and the master control unitissues a driver alarm signal 445 as described above. In the case wherethe impairment sensor 462 provides a signal to the slave control unit440 indicating that the driver's impairment is above a prescribed limit,the slave control unit can prevent the vehicle from starting.

The master control unit 430 can be configured to include driveridentification and validation module 502, a GPS antenna processingmodule 504, a master micro controller and processor 506, a memory module508 and a function indicator module 510. The master control unit 430 mayalso receive data indicative of the speed of the vehicle 420, thelocation of the motor vehicle 420, and the time of day from a pluralityof sources including a WIFI enabled device, an RF source, a Bluetoothenabled device, and a smart-road network source. This would allow themaster control unit 430 to for example, receive real-time dataindicative of the present road the vehicle 420 is travelling on via anyof a WIFI enabled device, an RF source, a Bluetooth device, and asmart-road network source. The driver identification and validationmodule 502 can be utilized to authenticate the driver 410 utilizing theunique identification code 415 and enable the vehicle operation. Themaster control unit 430 can interpret driver authorization, andascertain the vehicle speed. The master control unit 430 also interpretsthe location and time of day parameters versus maximum desired thresholdlimits.

The driver operating profile 435 can be programmed by the authorizedvehicle owner 470 to place limits on the operation of the vehicle 420 bythe driver 410. For example, the driver operating profile can definespeed limits for each unique driver and can include geo-fencing for eachdriver. These limits can be dynamically determined according to locationprovided via the GPS module and time of day. For example, a concernedparent may set a geo-fence of 20 miles from their house for theirteenage driver during the day and a 10 mile geo-fence at night. If theteenage driver exceeds this distance an alarm signal can be provided bythe master control unit 430. Similarly, the parent can set speed limitsthat prevent the teenage driver from exceeding the speed limit on anyroad by more than 3 miles per hour. The speed limit can be identifiedfor each road via wireless, GPS, or smart road network technology. Ifthe teenage driver exceeds that limit an alarm signal can be provided bythe master control unit 430 to the parent. Alternatively oradditionally, the vehicle control module 467 can be signaled by themaster control unit 430 to reduce the speed of the vehicle automaticallyif it exceeds the prescribed limits. The driver operating profile 435can, in this way define a maximum vehicle speed, an allowable vehiclelocation, allowable hours of vehicle operation, require the driver'sseat belt be engaged before the vehicle can be started, and define animpairment threshold for the driver.

The master control unit 430 can also provide real-time data regardingvehicle location, speed, and infractions to the authorized vehicleowner. Preferably, this data can be provided via network connection atthe computer 465 (embodied as a cellular telephone, smart phone, tabletcomputer, vehicle integrated wireless communication device, WIFI enableddevice, RFID enabled device, Bluetooth enabled device, mobile computeretc.) of the authorized vehicle owner.

The driver authentication system can include a phone governor module465. The phone governor module 465 can be software installed on adriver's 410 cellular telephone, smart phone, tablet computer, vehicleintegrated wireless communication device, WIFI enabled device, RFIDenabled device, Bluetooth enabled device, mobile computer etc. The phonegovernor device is configured to receive instructions from the mastercontrol unit 430. The master control unit 430 can instruct the phonegovernor module 465 to restrict calls on the driver's mobile device.This can include preventing any incoming or outgoing calls orrestriction on phone numbers that can be dialed out or received. Themaster control unit 430 can further instruct the phone governor module465 to power down the mobile device and disable text messaging or otherapplications involving text entry. Similarly, an internet governormodule 466 may be configured to signal the master control unit 430 todisable all integrated in-vehicle internet or GPS related applicationswhile the vehicle is in operation. This may include on-board mappingapplications, services associated with the vehicle, internet searchservices, etc.

A vehicle control module 467 can also be configured to operate with themaster control unit 430 to accelerate the vehicle, decelerate thevehicle, or alter the vehicle's direction. For example, if head/eyesensors 464 indicate that driver 410 is asleep while the vehicle is inmotion, vehicle control module 467 can prompt the master control unit430 to in addition to issuing an alarm, operate the vehicle's brakesautomatically to reduce the speed of the vehicle until the vehicle isstopped. The vehicle control module 467 can further be instructed by themaster control unit to simultaneously direct the vehicle out of trafficand on the shoulder of the road until the driver is awake.

The GPS antenna processing module 504 can be utilized to determine andmeasure time of day, speed and location data of the vehicle 420. The GPSantenna processing module 504 provides location information associatedwith the vehicle 420 to the authorized vehicle owner 470 hence thesystem 450 is compatible for any vehicle for monitoring and controllingthe high-risk driver 410. The master microcontroller/processor 506 canprocess and control the operations associated with the master controlunit 430. The memory module 508 associated with the master control unit430 can be utilized to store the driver authentication 415 and operatingprofile 435 associated with the driver 410. The memory module 508 canfurther provide information for proper operation of the vehicle 420. Thefunction indicator module 510 can monitor various functions inassociation with the vehicle 420 such for example, power, faultdetection and monitoring, and other functions.

The master control 430 can be configured to define a number of operatingparameters for a given driver such as a maximum speed limit and ageo-fence limit defining an acceptable space in which the vehicle may beoperated. These parameters may be dependent on the time of day.Likewise, the parameters can be dynamically set according to the presentlocation of the vehicle.

FIG. 6 illustrates a schematic block diagram of the driverauthentication system 450, in accordance with an embodiment. The mastercontrol unit 430 can authenticate the driver 410 utilizing the uniqueidentification code 415 provided by the data logging device 425. Thedata logging device 425 associated with the master control unit 430 canbe collectively called as ‘brain’ of the driver authentication system450. The master control unit 430 can be installed in the vehicle 420 ina suitable place where the master control unit 430 can be directlyexposed to the driver from a dash board of the vehicle 420.

The master control unit 430 can communicate and send commands to theslave control unit 440 associated with the driver authentication system450. The slave control unit 440 can include a power generator 530, aslave micro controller and processor 528, a starter relay 526, adefinable relay 524, and an alarm synthesizer 522. The slave controlunit 440 can be mounted under the dash board of the vehicle 420. Theslave control unit 440 can receive wireless commands from master controlunit 430 and generates the alarm signal 445 and 460. The slave controlunit 440 can include pins such as a dirty 12 VDC pin 532, a dirty groundpin 534, a starter in pin 536, a starter out pin 538, seat belt sensorpin 540, a breathalyzer pin 542, a definable input pin on dash slavecontrol unit 440.

The power regulator 530 can be utilized to regulate a power source andoperate the system 450 via the dirty 12 VDC pin 532 and the dirty groundpin 534. The starter relay 526 can be an electromechanical device thatis operated by an electrical current that is provided by the starter inpin 536. The starter relay 526 can be enabled by a starter enable signal518 from the master control unit 430 when the driver 410 isauthenticated. The starter relay 426 can generate an output via astarter out pin 538 that can be a mechanical function utilized tooperate the vehicle 420. The seat belt sensor pin 540 can be externallyconnected to a seat belt sensor associated with the vehicle 420 where itobtains the information regarding usage of seat belt by the driver 410.

The breathalyzer 542 in pin 524 can provide status regarding alcoholconsumption of the driver 410 while driving the vehicle 420. The slavemicrocontroller/processor 528 can process and control the operations ofthe slave control unit 440. The alarm/speaker/voice synthesizer 522 canreceive the alarm enable signal 516 from the master control unit 430 andgenerate the owner programmed driver alarm signal 445 in the vehicle 420when the driver 410 violates the programmed parameters. Further, themaster control unit 430 and the slave control unit 440 can becommunicated via various communication signal lines such as a cleanpower signal 520, an alarm enable signal 516, internal definable inputsignal 514 and an internal definable output signal 512.

FIG. 7 illustrates a flow chart of operation illustrating logicaloperation steps of a method 600 for monitoring and controlling vehicleusage, in accordance with an embodiment. The software application module260 with operating parameters associated with the vehicle 420 can beconfigured and stored in the proprietary and centralized database 370,as depicted at block 610. The driver specific operating profile 435 forthe high-risk driver 410 can be programmed by accessing the softwareapplication 260 via the remote computer 465, as indicated at block 620.Note that the software application 260 can include programming softwarethat can be utilized to program the features of the driverauthentication system 450. The software application module 260 monitorsvarious parameters such as the ‘trigger’ levels for speed, and time ofoperation, etc. The software application module 260 can be accessible bythe authorized owners 470 and can also be utilized to download theactual data logged during the operation of the vehicle 420. Further, thesoftware application 260 can also be intuitive for the customer throughthe process of selecting parameters, trigger thresholds, etc.

The operating profile 435 for the driver 410 can be loaded to the driveridentification and data logging module 425, as illustrated at block 630.The master control unit 430 can authenticate and validate the driver 410utilizing the unique identification code 415 provided by the driveridentification and data logging module 425, as indicated at block 640.The operating profile 435 for the driver 410 can be transferred to themaster control unit 430, as shown at block 650. The master control unit430 monitors and logs vehicle performance via the GPS module 504associated with master control unit 430, as depicted at block 660. Theslave control unit 440 generates the driver alarm signal 445, if thedriver 410 violates the programmed operating profile 435, as illustratedat block 670.

FIG. 8 illustrates a high level flow chart of operation illustrating amethod 700 for monitoring and controlling vehicle usage by the high-riskdriver 410, in accordance with an embodiment. Again as reminder, inFIGS. 1-8, identical or similar blocks are generally indicated byidentical reference numerals. The operating profile 435 for thehigh-risk driver 410 can be programmed by accessing the softwareapplication 260 via the remote computer 465, as depicted at block 710.The programmed operating profile 435 for the high-risk driver 410 can betransferred into the driver identification and data logging module 425,as illustrated at block 720.

The driver 410 can be authenticated utilizing the unique identificationcode 415 provided by the driver identification and data logging module425 and the programmed operating profile 435 for the driver 410 can becopied into the driver authentication system 450, as depicted at block730. A determination can be made whether the driver 410 violates theoperating profile 435, as illustrated at block 740. If the driverviolates the operating profile 435, as shown at block 750, the driveralarm 445 signal can be generated by the driver authentication system450, as depicted at block 755. Otherwise, the process can be continuedto block 740.

The driver authentication system includes features such as data logging,alarming, operation governance, ease of programmability and utilizes GPStechnology to provide high-risk driver safety. The system provides userawareness that reduce the likelihood of a high-risk driver injury orfatality by helping the high-risk drivers with safe driving habitsthrough immediate and real time feedback and governing. The programmableoperating parameters associated with the real time driver feedback cancategorize the system as unique driver safety device. Additionally, thesystem and method described herein can provide multiple operatingprofiles for a single vehicle that allows the owners to operate thevehicle without any restrictions yet have restrictions in affect whenthe vehicle is operated by the high risk driver.

It will be appreciated that variations of the above-disclosed and otherfeatures and functions, or alternatives thereof, may be desirablycombined into many other different systems or applications. Also thatvarious presently unforeseen or unanticipated alternatives,modifications, variations or improvements therein may be subsequentlymade by those skilled in the art which are also intended to beencompassed by the following claims.

In one embodiment A driver authentication and monitoring system,comprises a wireless identification and data logging module; a mastercontrol unit in a motor vehicle for wirelessly authenticating at leastone driver via the wireless driver identification and data loggingmodule and associating an operating profile with the at least onedriver; a GPS module providing at least location and speed informationin association with movement of the motor vehicle; a data logging devicerecording vehicle operation data associated with a use of the motorvehicle by the at least one driver comprising at least the location andspeed information from the GPS module; and a slave control unit in themotor vehicle and in communication with the master control unit, theslave control unit configured to receive commands from the mastercontrol unit and to generate an alarm signal if the at least one driverviolates the operating profile unique to the at least one driver therebyproviding feedback about the vehicle usage; wherein the master controlunit permits the at least one driver to operate the vehicle within anoperating profile if the master control unit receives at least one of aunique identification code to permit the at least one driver to operatethe vehicle within an operating profile and the at least one driver hasnot violated the operating profile.

The driver authentication and monitoring system of further comprises aplurality of transducers comprising at least one of proximity sensors,head movement sensors, and eye movement sensors wherein the transducerssend signals to the slave control unit and the slave control unitdetermines if the signals are indicative of a driving conditionrequiring a warning and in turn signals the master control unit to alertthe driver. The driver authentication and monitoring system alsocomprises an impairment sensor wherein the slave control unit receivessignals from impairment sensor and prevents the motor vehicle fromstarting when the transducer senses a driver impairment above aprescribed limit.

The driver authentication and monitoring system further comprisesconfiguring the wireless identification and data logging module as atleast one of a WIFI enabled device; an RFID enabled device, a Bluetoothenabled device; a cellular telephone; and a smart phone.

In another embodiment of the driver authentication system, the wirelessidentification and data logging module is further configured towirelessly load the operating profile for the at least one driver intothe master control unit. The wireless identification and data loggingmodule is further configured to wirelessly receive driver specificvehicle performance and infraction data from the master control unit andpresent the driver specific vehicle performance and infraction data.

In another embodiment of the driver authentication device, the mastercontrol unit is further configured for wirelessly receiving dataindicative of a speed of the motor vehicle, a location of the motorvehicle, and a time of day from at least one of a WIFI source; an RFsource; a Bluetooth source; and a smart-road network source. The mastercontrol is configured for wirelessly receiving data indicative of aspeed limit associated with a road the motor vehicle is currentlytraveling on from at least one of a WIFI source; an RF source; aBluetooth source; and a smart-road network source. The master control isconfigured to define a maximum speed limit and a geo-fence limit for theat least one driver according to the time of day.

In another embodiment, the driver authentication module furthercomprises an alarm module configured to wirelessly receive data from atleast one of the master controller, the slave controller, and the GPSmodule wherein the alarm module is further configured to present atleast one of location data, speed data, and infraction data in realtime. The alarm module comprises at least one of a cellular telephone; asmart phone; a computer; a vehicle integrated wireless communicationdevice; a WIFI enabled device; an RFID enabled device; and a Bluetoothenabled device.

The driver authentication device further comprises a phone governormodule configured to receive at least one instruction from the mastercontrol unit the instructions comprising at least one of restrictingcalls on the at least one driver's cellular telephone; powering off theat least one driver's cellular telephone; and disabling text messagingon the at least one driver's cellular telephone.

The driver authentication device further comprises an internet governormodule configured to disables all integrated in-vehicle internet relatedapplications when the vehicle is in operation.

The driver authentication device further comprises a vehicle controlmodule configured to receive at least one instruction from the mastercontrol unit the instructions comprising at least one of reducing thevehicles speed; increasing the vehicles speed; and altering the vehiclesdirection.

The driver authentication and monitoring system includes the slavecontrol unit further comprising a power regulator module; a starterrelay module; a definable relay module; a slave microcontroller; and analarm synthesizer. The operating profile comprises at least oneoperating parameter including at least one of: a maximum allowablevehicle speed; an allowable vehicle location; allowable hours ofoperation; and a seatbelt usage. The slave control unit generates analarm signal for remotely alerting the authorized user when the at leastone driver violates the operating profile.

What is claimed is:
 1. A vehicle control system, comprising: a wirelessidentification and data logging module; a master control unit in a motorvehicle for wirelessly authenticating at least one occupant via saidwireless driver identification and data logging module and associatingan operating profile with said at least one occupant; a module forreceiving at least location and speed information in association withmovement of said motor vehicle; a data logging device recording vehicleoperation data associated with a use of said motor vehicle comprising atleast said location and speed information received from said module; anda slave control unit in said motor vehicle and in communication withsaid master control unit, said slave control unit configured to receivecommands from said master control unit and to generate an alarm signal;wherein said master control unit provides operation governance of saidvehicle within an operating profile.
 2. The vehicle control system ofclaim 1 further comprising: a plurality of transducers comprising atleast one of an image capturing sensor and a proximity sensor, whereinsaid transducers send signals to said slave control unit and said slavecontrol unit determines if said signals are indicative of a drivingcondition requiring a warning and in turn signals said master controlunit.
 3. The vehicle control system of claim 1 further comprising: avehicle control module configured to control a vehicle speed andallowable vehicle location.
 4. The vehicle control system of claim 1further comprising configuring said wireless identification and datalogging module as at least one of: a WIFI enabled device; an RFIDenabled device; a Bluetooth enabled device; a cellular telephone; and asmartphone.
 5. The vehicle control system of claim 4 wherein saidwireless identification and data logging module is further configured towirelessly load said operating profile into said master control unit. 6.The vehicle control system of claim 4 wherein said wirelessidentification and data logging module is further configured towirelessly receive specific vehicle performance and infraction data fromsaid master control unit.
 7. The vehicle control system of claim 3wherein said wireless identification and data logging module is furtherconfigured to present vehicle performance data to said vehicle controlmodule in order to guide governance of said vehicle's operation by saidvehicle control module.
 8. The vehicle control system of claim 1 whereinsaid master control unit is further configured for wirelessly receivingdata indicative of a speed of said motor vehicle, a location of saidmotor vehicle, and a time of day from at least one of: a WIFI source; anRF source; a Bluetooth source; an image capturing source; a processingdevice; a proximity sensor; and a smart-road network source.
 9. Thevehicle control system of claim 8 wherein said master control isconfigured for wirelessly receiving data indicative of a speed limitassociated with a road said motor vehicle is currently traveling on fromat least one of: a WIFI source; an RF source; a Bluetooth source; animage capturing source; a processing device; a proximity sensor; and asmart-road network source.
 10. The vehicle control system of claim 9wherein said master control is configured to define a speed, apositioning of said vehicle on a road, a distance from another object, adistance from another vehicle, and a geo-fence limit for said vehicle.11. The vehicle control system of claim 1 further comprising an alarmmodule configured to wirelessly receive data from at least one of saidmaster controller, said slave controller, and said GPS module whereinsaid alarm module is further configured to present at least one oflocation data, speed data, and infraction data in real time.
 12. Thevehicle control system of claim 11 wherein said alarm module comprisesat least one of: a cellular telephone; a smartphone; a computer; avehicle integrated wireless communication device; a WIFI enabled device;an RFID enabled device; and a Bluetooth enabled device.
 13. The vehiclecontrol system of claim 1 further comprising a phone governor moduleconfigured to receive at least one instruction from said master controlunit said instructions comprising at least one of: restricting calls onsaid at least one driver's cellular telephone; powering off said atleast one driver's cellular telephone; and disabling text messaging onsaid at least one driver's cellular telephone.
 14. The vehicle controlsystem of claim 1 further comprising an internet governor moduleconfigured to disable integrated in-vehicle internet relatedapplications when said vehicle is in operation.
 15. The vehicle controlsystem of claim 2 further comprising a steering control module, abraking control module, and an acceleration control module configured toreceive at least one instruction from said master control unit saidinstructions comprising at least one of: reducing said vehicles speed;increasing said vehicles speed; altering said vehicles direction on saidroad; altering said vehicles proximity to other vehicles; and alteringsaid vehicles proximity to other objects.
 16. The vehicle control systemof claim 15 wherein said vehicle operates autonomously.
 17. The vehiclecontrol system of claim 1, wherein said slave control unit furthercomprises a power regulator module; a starter relay module; a definablerelay module; a slave microcontroller; and an alarm synthesizer.
 18. Thevehicle control system of claim 1, wherein said operating profilecomprises at least one operating parameter including at least one of: amaximum allowable vehicle speed; an allowable vehicle location;allowable hours of operation; an allowable destination; and a seatbeltusage.
 19. The vehicle control system of claim 1 wherein said slavecontrol unit generates an alarm signal for remotely alerting saidauthorized user when said vehicle violates said operating profile.